WO2011134263A1

WO2011134263A1 - Railway freight car bogie

Info

Publication number: WO2011134263A1
Application number: PCT/CN2010/079594
Authority: WO
Inventors: 孙明道; 徐勇; 王宝磊; 李永江
Original assignee: 南车长江车辆有限公司
Priority date: 2010-04-27
Filing date: 2010-12-09
Publication date: 2011-11-03
Also published as: AU2010352460A1; CN101844567A; US20130047882A1; US8689701B2; CN101844567B; AU2010352460B2; BR112012027544A2

Abstract

A railway freight car bogie comprises a small top angle wedge (8a) located on the top of a damping spring. A main friction surface (8a₁) of the wedge is in contact with a vertical column friction plate. An auxiliary friction surface (8a₂) of the wedge is in contact with a bolster surface of a swing bolster assembly. The structural parameters of the wedge satisfy a specific formula: α=16~30°, and μ＜tgα＜μ+μ₁, wherein α is the angle between the auxiliary friction surface and a vertical plane, μ is the frictional factor of the main friction surface and μ₁ is the frictional factor of the auxiliary friction surface. The bogie presents the following advantages: a simple structure, low production and maintenance cost, sufficient diamond resistance rigidity and better dynamic property and curve passing performance. The bogie can meet the need of significant speed acceleration of a railway freight car.

Description

Railway freight car bogie

Technical field

The invention relates to a railway freight car bogie, in particular to a large anti-ridge rigid railway freight car steering frame.

Background technique

Railway freight car bogies are a key component of railway wagons. Traditional railway freight car bogies Most of the three-piece structure consists of two side frames and one bolster. The two ends of the guide frame are assembled by the bearing saddle and the bearing on the front and rear wheel pairs. The two ends of the bolster are installed in the central frame of the side frame through two sets of central spring suspension devices. The central spring suspension device is mainly composed of a bearing spring assembly located in the middle, a damping spring on both sides, and a diagonal wedge at the top of the damping spring. The vertical main friction surface and the inclined secondary friction surface of the inclined wedge are respectively combined with the side frame. The side frame cylinder surface is in frictional contact with the bolster composed of the bolster, and the load bearing spring assembly, the damping spring and the inclined wedge thereon bear the load composed of the bolster. The upper side of the bolster is provided with a lower side bearing, which together with the heart disk composed of the bolster bears the weight of the vehicle body. A basic brake is also provided in the bogie for braking the truck.

Although the above-mentioned three-piece structural bogie has the advantages of simple structure, good wheel load uniformity, low manufacturing and maintenance cost, there is also a loose connection between the bolster composition and the side frame composition, and the rigidity difference of the anti-diamond deformation. The defect is not enough to resist the violent shaking head movement between the bolster composition and the side frame composition, which results in the steering angle of the bogie when the bogie passes the curved track, and the wheel angle wear is increased. In particular, the wedge of the central spring suspension has a large design apex angle (the angle between the secondary friction surface and the vertical plane), and the resistance to the diamond is very limited in the range of about 35-70°. When the bolster composition is longitudinally moved relative to the side frame composition, the vertical component force of the yoke's slanting force against the wedge will be greater than the sum of the vertical component forces of the frictional force of the main and secondary friction surfaces of the slant wedge. The wedge will move downwards, so that the longitudinal distance between the bolster composition and the side frame composition becomes smaller, and the relative rotation between the bolster composition and the side frame composition can occur, and the diamond deformation occurs. Shape. In this way, the critical speed of the vehicle can only be low, the running speed of the vehicle is limited, and the running quality is not high, which cannot meet the needs of the railway truck to greatly increase the speed.

In order to solve the above problems, the current speed-increasing truck adopts a method of adding a cross support device or a spring bracket between the two side frame components to enhance the anti-diamond rigidity of the conventional railway freight car bogie. However, the structure of the cross support device or the spring plate is complicated, the unsprung mass is heavy, and the manufacturing and maintenance costs are also high. Therefore, the improvement of the traditional railway freight car bogie and the design of a bogie with sufficient rigidity and excellent dynamic performance have important practical significance for improving the running quality of railway vehicles. Summary of the invention

The object of the present invention is to overcome the deficiencies of the existing bogies equipped with cross-support devices or spring pallets, and to provide a simple and reliable structure, low manufacturing and maintenance cost, excellent dynamic performance and curve passing ability, and satisfying The large anti-ridge rigid railway freight car bogie required for the sharp acceleration of railway wagons.

In order to achieve the above object, the large anti-ridge rigid railway freight car bogie designed by the invention comprises a front and rear wheel pair composition, two side frame components, a bolster composition and two sets of central spring suspension devices, and the two pairs of wheel sets The end is mounted with a bearing assembly, and the two ends of the side frame are placed on the bearing assembly by the bearing saddle, and the two ends of the bolster are mounted on the central spring suspension device, the central spring The suspension device is placed in a central box formed by the side frames. The central spring suspension device includes a load bearing spring assembly, a damper spring mounted on both sides of the load bearing spring assembly, and a small apex angle wedge mounted on the top of the damper spring, the main friction surface and the side of the small apex wedge The side frame column friction plate composed of the frame is fitted, and the auxiliary friction surface of the small angle angle wedge wedge is matched with the bolster splay surface composed of the bolster. The special feature is that: the structural design parameters of the small apex wedge satisfy the following mathematical relationship: α=16~30°, and <3⁄401 + ₁ . Where α is the angle between the secondary friction surface and the vertical plane, and μ is the friction coefficient of the primary friction surface, which is the friction coefficient of the secondary friction surface.

The invention defines the maximum value of α in the small apex wedge as 30°, which is much smaller than the large apex angle design of 35~70° in the traditional wedge, and defines ί _§α <μ+ _μι , so that when the bolster Composition relative to When the side frame is composed for longitudinal movement, the vertical component force of the yoke's slanting force against the wedge is always smaller than the sum of the vertical upward force of the frictional force of the main friction surface and the secondary friction surface of the wedge, thereby ensuring the wedge It does not move downward (locked), the bolster composition and the side frame composition cannot produce relative rotation, and the bolster composition and the side frame composition have sufficient resistance to the rhombic stiffness. Of course, if the alpha value is too small to approach the friction angle of the main friction surface of the wedge, the wedge will self-lock when the bolster composition moves downward relative to the side frame composition, which deteriorates the dynamic performance of the bogie. Therefore, the present invention simultaneously limits the minimum value of α in the small apex wedge to 16°, and defines μ<3⁄4α, which ensures that the wedge can move freely during the movement of the bolster composition up and down (not locked). Dead), so that the entire bogie has excellent dynamic performance and curve passing ability.

Preferably, the design width of the small apex wedge is L=200~260mm. The width is about the traditional variable friction wedge (the variable friction wedge is that the wedge is mounted on the damping spring placed in the central frame of the side frame, and the damping friction of the wedge is perpendicular to the bolster composition. The change is proportional to the change) 1.3 times or more of the width, which increases the length of the arm of the small apex wedge against the diamond deformation moment between the bolster and the side frame, and increases the main angle of the small apex wedge The contact area between the friction surface and the side frame friction plate and the bolster octagonal surface further improves the resistance of the bolster between the bolster composition and the side frame composition.

More preferably, the mechanical properties of the damping spring satisfy the following mathematical relationship:

Wherein, for the stiffness of the damping spring, K is the total stiffness of the central spring suspension device (determined by design requirements), C is the relative friction coefficient of the railway freight car bogie, and the value of C ranges from 0.05 to 0.15 , μ is the coefficient of friction of the primary friction surface. Because the stiffness of the damping spring is inversely proportional to the ctga of the small apex wedge, the value can be adjusted according to the change of the α value, so as to ensure the proper friction damping force, and not to attenuate the vertical vibration and lateral vibration of the vehicle. The friction is too large.

The invention has the advantages that: the small apex wedge of the designed bogie can ensure free movement when the bolster is composed for up and down movement, and can be locked when the bolster composition is moved longitudinally, so that the bogie is not The side frame cross support device or spring plate still has sufficient resistance to rhomboid stiffness and excellent dynamic performance, while the design of the small apex angle wedge is more than 1.3 times larger than the traditional variable friction wedge. Enhanced its resistance to rhombic stiffness and dynamics, from The critical design speed and curve passing ability of the vehicle can be greatly improved, and the running quality of the railway vehicle can be improved. At the same time, the bogie has a simple structure, light unsprung quality, low manufacturing and maintenance cost, and meets the design requirements of railway wagons with a speed of 120km/h, which can meet the needs of railway trucks to significantly increase speed. DRAWINGS

1 is a schematic perspective view of a large anti-ridge rigid railway freight car bogie; FIG. 2 is a cross-sectional structural view of the central spring suspension device of the bogie shown in FIG. 1; FIG. 3 is a central spring suspension device of FIG. FIG. 4 is a schematic diagram of the force balance of the small apex wedge of the central spring suspension device shown in FIG. 2 when the bolster is longitudinally moved;

Fig. 5 is a schematic view showing the force balance of the small apex wedge of the central spring suspension device shown in Fig. 2 when the bolster composition moves downward. detailed description

The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. As shown in FIG. 1 , the large anti-ridge rigid railway freight car bogie of the present invention is mainly composed of front and rear wheel pairs 4 and two side frames. The bolster is composed of two, two sets of central spring suspensions 8, two lower side bearing assemblies 3, and a basic brake device 5. The wheel set consists of two ends with bearing components. 7. Side frame composition 1 The two ends of the guide frame are placed on the bearing assembly 7 through the bearing saddle 6. The bolster composition 2 is mounted on the central spring suspension 8 at both ends, and the central spring suspension 8 is placed in the central frame of the side frame 1 assembly.

As shown in Fig. 2, the center spring suspension device 8 is mainly composed of a load bearing spring assembly 8c, a damper spring 8b attached to both sides of the load bearing spring assembly 8c, and a small apex angle wedge 8a attached to the top end of the damper spring 8b. The lower ends of the load bearing spring assembly 8c and the damper spring 8b are mounted on a central box spring cap of the side frame assembly 1. The main friction surface 8 _ai perpendicular to the small angle wedge 8a is brought into contact with the side frame column friction plate la of the side frame composition 1, the sub-friction surface 8 of the small angle angle wedge 8a is inclined, and the bolster of the bolster composition 2 The splayed surface 2a is brought into contact with each other, thereby realizing the small apex angle wedge 8a The damping friction is proportional to the vertical load that the bolster composition 2 is subjected to. The small top angle wedge 8a belongs to the category of variable friction wedges, which can better play the friction damping effect when the vehicle is running at different loads.

Figure 3 shows the main structural design parameters L and a of the small apex wedge 8a. Where: L is the width of the small apex wedge 8a, and α is the angle between the secondary friction surface 8a ₂ of the small apex wedge 8a and the vertical plane, which satisfy the following mathematical relationship: L=200~260mm, α =16~30°, and μ<3⁄4α<μ+ _μι . Here, μ is a friction coefficient of the primary friction surface 8a of the wedge 8 _{_1, μι} vice friction surface 8a of the wedge 8a ₂ of coefficient of friction. According to the design requirements of the alpha value, a suitable material or structure can be selected so that the μ value and the _μι value also meet the design requirements.

Figure 4 shows the urging force of the bolster splayed face 2a to the small apex angled wedge 8a when the bolster composition is longitudinally moved relative to the side frame composition, the ribbed splayed face 2a and the minor apex angled wedge 8a. The friction force F _f between 8a ₂ and the frictional force F _z between the side frame strut friction plate la and the main friction surface 8 _{ai of the} small apex angle wedge 8a. As can be seen from Fig. 4, the vertical component force N of the small angle slant wedge 8a is N _y = Nx _S ina, and the longitudinal component force N _z = Nxcosa of the force N of the small apex wedge 8a. And the small apex angle wedge 8a is simultaneously blocked by the upward frictional force of the main friction surface 8 _ai and the auxiliary friction surface 8 a _{2 ,} and the frictional force F _z =N _z x =Nxcosax generated on the main friction surface 8 ₁ , the secondary friction surface 8a ₂ produces friction F corpus _muι . According to the design requirement Ny<F _z +F _f xcosa, that is, Nxsino Nxcosax +Nx iXcosa, after simplification, tgo + is obtained. Thus, the small apex wedge 8a is locked by the friction of the main friction surface 8 _ai and the auxiliary friction surface 8a ₂ . Dead and unable to move downwards, there is a large enough anti-ridge stiffness between the bolster composition and the side frame composition.

Figure 5 shows the force of the bolster splayed face 2a to the small apex angled wedge 8a when the bolster composition is moved downward relative to the side frame composition, the secondary friction of the bolster splayed face 2a and the small apex angled wedge 8a The frictional force F _f between the faces 8a ₂ and the frictional force F _z between the side frame strut friction plates la and the main friction faces 8 _{ai of the} small apex wedges 8a. As can be seen from Fig. 5, the vertical component force N of the small apex wedge 8a is N _y = Nx _S ina, and the longitudinal component of the small apex wedge 8a is N _z = Nxcosa. However, the wedge only subject to 8a master friction surface ₈₁ prevents upward frictional force F _z, and the frictional force F _f on its secondary friction surface 8a ₂ is downward, the friction of the friction surface 8 of the main _AI The force F _z = N _z x = Nxcosax . According to the design requirements F _z <N _y , ie Nxcosax <Nxsina, After simplification, μ<3⁄4α is obtained. Thus, the wedge 8a is not _a friction lock main 8 friction surface, the bolster assembly for free movement up and down motion, it can function to ensure the normal operation of the vehicle bogie damping vibrations.

It can also be seen from Fig. 5 that the damping force of the small apex wedge 8a is mainly the friction force F _z generated by the main friction surface 8 _ai , and the friction force F _{z is} also related to the bearing force P of the damper spring 8b, F _z =Pxctgax ,

Where: the stiffness of the damping spring 8b, y is the deflection of the damping spring 8b. Therefore, F^K^yxctga ^ can be obtained to maintain the moderate damping force of the small-angled wedge 8a. The mechanical properties of the designed damping spring 8b should satisfy the following mathematical relationship: Ki

Where K is the total stiffness of the central spring suspension device 8, C is the relative friction coefficient of the railway freight car bogie, and the value of C ranges from 0.05 to 0.15. Since the K value and the μ value are determined by the design requirements, when the α value is small, the ctga is correspondingly large, and the stiffness of the damping spring 8b can be selected accordingly, thereby ensuring that the relative friction coefficient C of the railway freight car bogie is always stable. In the range of 0.05 to 0.15, the frictional force of the vertical and lateral vibrations of the attenuating vehicle is not excessively large.

The invention adopts the above structure, and has the same anti-ridge rigidity, high critical speed, and excellent curve passing performance without the side frame cross supporting device or the spring supporting plate, and is suitable for the speed of 120km per hour. /h's new railway wagons meet the needs of railway wagons for substantial speed increases.

Claims

Claim

1. A large anti-ridge rigid railway freight car bogie, comprising front and rear wheel pair composition (4), two side frame components (1), one bolster composition (2) and two sets of central spring suspension devices (8) The bearing assembly (7) is installed at both ends of the wheel pair composition (4), and the two ends of the side frame composition (1) are placed on the bearing component (7) through the bearing saddle (6). Bolster composition

Both ends of (2) are mounted on the central spring suspension device (8), the central spring suspension device (8) is placed in a central box of the side frame assembly (1), the central spring suspension The device (8) includes a load bearing spring assembly (8c), a damper spring (8b) mounted on both sides of the load bearing spring assembly (8c), and a small apex wedge (8a) mounted on the top of the damper spring (8b), The main friction surface (8 _ai ) of the small apex wedge (8a) is in contact with the side frame column friction plate (la) of the side frame composition (1), and the secondary friction of the small apex angle wedge (8a) The surface (8a ₂ ) is fitted with the bolster splayed surface (2a) of the bolster composition (2), and is characterized in that: the structural design parameters of the small apex angle wedge (8a) satisfy the following mathematical relationship: α=16~ 30° , Ά μ<ί ₈ α<μ+μ _ι; where α is the angle between the secondary friction surface (8a ₂ ) and the vertical plane, and μ is the friction coefficient of the primary friction surface (8a) , the work is the friction coefficient of the secondary friction surface (8a ₂ ).

The large anti-ridge rigid railway freight car bogie according to claim 1, characterized in that: the width of the small apex wedge (8a) is L=200~260 mm.

3. The large anti-ridge rigid railway freight car bogie according to claim 1 or 2, wherein: the mechanical properties of the damping spring (8b) satisfy the following mathematical relationship:

among them, ! ^ is the stiffness of the damping spring (8b), K is the total stiffness of the central spring suspension (8), C is the relative friction coefficient of the railway freight car bogie, and C ranges from 0.05 to 0.15.